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ISSN 2091-2730
Abstract A large proportion of Indias villages has been connected with all weather roads and has low volume of traffic. The main
composition of such roads is granular layer with or without thin bituminous surfacing. The common problem to rural roads is that their
maintenance is neglected because of paucity of funds and poor institutional set up, and the road asset created at a great cost is lost.
Cement concrete pavement offer an alternate to the flexible pavements especially when the soil strength is poor, the aggregates are
costly and drainage conditions are bad. Concrete pavements have now been constructed for low volume of traffic because of their
durability even under poor drainage conditions.
Rural roads connecting major roads are sometimes required to carry diverted traffic which may damage the concrete pavement slabs.
Such factors may be considered while arriving at thickness of concrete pavements. It is well established that the concrete pavements
demand a high degree of professional expertise at the design stage as the defective design may lead to concrete failure even if the
construction is done with great care. Indian Roads Congress has issued the first revision of IRC: SP: 62 in 2014 for design and
construction of concrete pavement for low volume of roads. In this paper, efforts have been made to elaborate the different design
aspects of concrete pavement for rural roads which will be helpful for the young engineers and research scholars.
Keywords Concrete pavement; design; commercial vehicles; C.B.R.; load stresses; temperature stresses; fatigue fracture; joints.
INTRODUCTION
India is an agriculture based country and more than 70 percent of the population is residing in the rural areas. The rural traffic
consisting mostly agricultural tractors/trailers, goods vehicles, buses, animal driven vehicles, auto-rickshaws, motor cycles, bi-cycles,
light or medium trucks carrying sugarcane, quarry material etc. The road passing through a village/built-up area usually found
damaged due to poor drainage of water. Therefore, flexible pavement in the built-up area is to be substituted with the concrete
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ISSN 2091-2730
pavement to make it durable and to avoid wastage of nation money on repeated treatments. The different aspects of design of concrete
pavement should be taken care prior to construction for making the same durable and cost effective [1, 2].
DESIGN OF SLAB
THICKNESS
CONCRETE
PAVEMENT JOINTS
Wheel Load
Heavy vehicles are not expected on rural roads. The maximum legal load limit on single axle with dual wheels in India being 100
KN, the recommended design load on dual wheels is 50 KN having a spacing of the wheels as 310 mm centre to centre.
ii) Tyre Pressure
For a truck carrying a dual wheel load of 50 KN the tyre pressure may be taken as 0.80 MPa and for a wheel of tractor trailer, the
tyre pressure may be taken as 0.50 MPa.
iii) Design Period
The design period is generally taken 20 years for cement concrete pavement.
iv) Design Traffic for Thickness Evaluation
The design traffic for estimation of concrete pavement thickness has been given in table 1.
Table 1 Design Traffic for Estimation of Concrete Pavement Thickness
Sr. No.
Traffic (CVPD)
1.
Up to 50
2.
50 to 150
3.
550
Fatigue can be the real problem and thickness could be evaluated on the
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International Journal of Engineering Research and General Science Volume 3, Issue 4, July-August, 2015
ISSN 2091-2730
For the fatigue analysis of a concrete pavement the cumulative number of commercial traffic at the end of design period can
be estimated from the following equation:
(
(eq. 1)
(
10
15
20
50
K value (MPa/m)
21
28
35
42
48
50
62
69
140
vi) Sub-base
A good quality compacted foundation layer provided below a concrete pavement is commonly termed as sub-base. It provides
the concrete pavement a uniform & firm support and acts as a leveling course below the pavement. Sub-base can be provided
below the concrete pavement in three ways depending upon volume of traffic as shown in table 3.
Table 3 Different Ways of Providing Sub-base
Traffic up to 50 CVPD
75
mm
thick WBM
(G-III)
150
or
mm
or
100
mm
granular
concrete)
WBM
(G-III)
or
thick
layer
thick
cementitious
(
Dry
lean
100
mm
thick
cementitious
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The effective modulus of sub-grade reaction (k) over granular and cement treated sub-base is shown in table 4. The effective
k value for the Granular Sub-Base (GSB) may be taken 1.2 times the k value of the sub-grade. Similarly, for cementitious sub-base,
the effective k value may be taken 2 times the k value of soil sub-grade.
Table 4 Effective k value over Granular and Cementitious Sub-bases
Soaked Sub-grade CBR (%)
10
15
20
50
25
34
42
50
58
60
74
83
170
42
56
70
84
96
100
124
138
280
Reduction in stresses in the concrete pavement slab due to higher sub-grade CBR is marginal, since only fourth root of k
matters in stress computation, but the loss of support due to erosion of the poor quality foundation below the pavement slab under wet
condition may damage it seriously.
vii) Concrete Strength
Since, concrete pavement fails due to bending stresses, it is necessary that their design is based on the flexural strength of
concrete (eq. 2).
(eq. 2)
Where, ff = Flexural strength, MPa
fck = Characteristics compressive cube strength, MPa
For low low volume roads, it is suggested that the 90 days strength may be used for design since concrete keeps on gaining
strength with time. The 90 days flexural strength may be taken as 1.10 times the 28 days flexural strength. For concrete pavement
construction for rural roads, it is recommended that the characteristic 28 days compressive strength should be at least 30 MPa and
corresponding flexural strength shall not be less than 3.8 MPa.
viii) Modulus of Elasticity (E) and Poissons Ratio ()
The Modulus of Elasticity of concrete and Poissons ratio may be taken as 30,000 MPa and 0.15 respectively.
ix) Co-efficient of Thermal expansion ()
The co-efficient of thermal expansion of concrete may be taken as 10x10 -6 per oC.
x) Fatigue behavior of Concrete Pavement
Fatigue means weakening or breakdown of concrete material subject to repeated series of stresses. For rural roads with traffic
exceeding 150 CVPD, fatigue behavior of pavement slab may be calculated from the fatigue equation (eq. 3).
(eq. 3)
Where, Nf = Fatigue life of concrete pavement = Allowable load repetitions
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(eq. 4)
Assuming that only 10% of the total traffic has axle loads equal to 100 KN, the number of repetitions of 100 KN axle loads
expected in 20 years can be calculated from eq. 1.
Ne = Expected load repetitions = 10% of N = 0.1 x N
(eq. 5)
As the restraint offered to curling would be a function of weight of the slab, it is obvious that corners have little of such restraint.
Consequently the temperature stresses induced in the pavement are negligible in the corner region. The maximum tensile stresses in
the edge region of slab will be caused by simultaneous occurrence of wheel loads and temperature differentials. This would occur
during the day at the bottom in case of interior and edge regions [4, 5].
2) Calculation of Stresses
i)
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*
( )
( )
(eq. 6)
(eq. 7)
The values of temperature differentials in different zones in India as recommended by Central Road Research Institute
(CRRI) are given in table 5 [9].
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States
Temperature
Differentials
C in Slabs of Thickness
i)
150 mm
200 mm
250 mm
12.5
13.1
14.3
15.6
16.4
16.6
17.3
19.0
20.3
15.0
16.4
17.6
iii)
iv)
Kerala and South Tamil Nadu excluding hilly regions and coastal
areas
v)
14.6
15.8
16.2
vi)
15.5
17.0
19.0
10
11
12
&
above
C
0.000
0.040
0.175
0.440
0.720
0.920
1.030
1.077
1.080
1.075
1.050
1.000
Contraction Joints
These are transverse joints whose spacing may be kept 2.5 to 4 m. These can be formed by sawing the pavement slabs within
24 hrs of casting of concrete (fig. 3).
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ii)
Slab Thickness
(mm)
200
230
250
280
300
350
Construction Joints
Diameter (mm)
25
30
32
36
38
38
Dowel Bars
Length (mm)
360
400
450
450
500
500
Spacing (mm)
300
300
300
300
300
300
Transverse construction joints shall be provided wherever concreting is completed after a days work or is suspended for
more than 90 minutes.
iii)
Longitudinal Joints
Where the width of concrete slab exceeds 4.5 m, it is necessary to provide a longitudinal joint in mid width of slab as per
detail shown in fig. 4. The detail of tie bars provided in the longitudinal joints of concrete pavement is given in table 8 [11].
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ISSN 2091-2730
Diameter
(mm)
(mm)
Plain Bars
Deformed Bars
Plain Bars
Deformed Bars
150
330
530
440
480
10
520
830
510
560
10
390
620
510
560
12
560
900
580
640
250
12
450
720
580
640
300
12
370
600
580
640
16
660
1060
720
800
12
320
510
580
640
16
570
910
720
800
200
350
iv)
Expansion Joints
There are full depth joints provided transversely into which pavement can expand, thus relieving compressive stresses due to
expansion of concrete slabs, and preventing any tendency towards distortion, buckling, blow up and spalling. The current
practice is to provide expansion joints only when concrete slab abuts with bridge or culvert (fig. 5) [12].
CASE STUDY
The cement concrete pavement with 5.5 m carriageway has been designed for road from Nathusari Kalan to Rupana Bishnoian in
Sirsa (Haryana) in year 2014 [13]. The detailed design has been discussed as under:
PI = 169 CVPD
r = 5% rate of increase in traffic = 0.05
x = 1 year
n = 20 years
Using eq. 1
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A = 169 (
) = 177
Since, the present CVPD are greater than 150 CVPD, fatigue can be a real problem and the thickness could be evaluated on the basis
of fatigue fracture.
Design Data
Grade of concrete = M-30
CBR = 5%
Pd = 50 KN = 50x103 N
p = 0.80 MPa
Sd = 310 mm
= 0.15
E = 30,000 MPa
= 10x10-6 per oC
k = 50 MPa/m or 50x10-3 MPa/mm, for granular sub-base (as per table 4)
Sub-base
150 mm WMM over 100 mm GSB (as per table 3)
Concrete Strength
28 day compressive strength for M-30 grade of concrete = 30 MPa
Using eq. 2
= 3.834 MPa
a=
Using eq. 6
Using eq. 7
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[C = 0.409, for
Therefore, safe.
Using eq. 3
[SR =
Nf = 287.08
Using eq. 5
Ne = 10% of N = 213623
Therefore, unsafe
Trial-II
Assuming, h = 200 mm and L = 2750 mm
=
[C = 0.291, for
Therefore, safe.
[SR =
Nf = 20195
Cumulative fatigue damage =
Therefore, unsafe
Trial-III
Assuming, h = 215 mm and L = 2750 mm
=
[C = 0.243, for
Therefore, safe.
[SR =
Nf = 283792
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Therefore, safe
It is therefore, recommended to provide 215 mm thick cement concrete pavement (M-30) over 100 mm GSB and 150 mm
WBM/WMM. Since, the thickness of concrete pavement is greater than 200 mm it is desirable to provide 25 mm dia dowel bars, 360
mm long @ 300 mm c/c at contraction joints.
CONCLUSION
The concrete pavement for rural roads perform well under poor drainage conditions and thus avoid wastage of resources on repeated
treatment of flexible pavement. The proper design of concrete pavement will definitely help to make it durable and cost effective. The
technical institutions should enforce the design aspects of concrete pavement for the optimum benefit of young engineers and research
scholars.
REFERENCES:
[1] IRC: SP: 20-2002, Rural Road Manual.
[2] IRC: SP: 42-1994, Guidelines of Road Drainage.
[3] IRC: SP: 62-2014, Guidelines for Design and Construction of Cement Concrete Pavement for Low Volume Roads (First
Revision).
[4] Dr. R. Kumar, Scientist, Rigid Pavements Division, CRRI, Design and Construction of Rigid Pavements/Cement Concrete
Roads (ppt).
[5] Pandey, B.B., Warping Stresses in Concrete Pavements- A Re-Examination, HRB No. 73, 2005, Indian Roads Congress, 49-58.
[6] Westergaard, H. M. (1948), New Formulas for Stresses in Concrete Pavements of Airfield, ASCE Transactions, vol. 113, 425444.
[7] Srinivas, T., Suresh, K. and Pandey, B.B., Wheel Load and Temperature Stresses in Concrete Pavement, Highway Research
Bulletin No. 77, 2007, 11-24.
[8] Bradbury, R. D. (1938), Reinforced Concrete Pavements, Wire Reinforcement Inst., Washington, D.C.
[9] B. Kumar, Scientist, Rigid Pavements Division, CRRI, Design Construction & Quality Control Aspects in Concrete Road (ppt).
[10] IRC: 15-2011, Standard Specifications and Code of Practice for Construction of Concrete Roads (Fourth Revision).
[11] IRC: 58-2011, Guidelines for Design of Plain Jointed Rigid Pavement for Highways (Third Revision).
[12] IRC: 57-2006, Recommended Practice for Sealing of Joints in Concrete Pavements (First Revision).
[13] Detailed Project Report, Upgradation of Road from Nathusari Kalan to Rupana Bishnoian in Sirsa, Haryana PWD (B&R),
2014.
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